Locomotive provided with air-cooled condenser



F. LJUNGSTROM LOCOMOTIVE PROVIDED WITH AIR COOLED CONDENSER Filed April5, 1922 3 Sheets-Sheet 1 F. LJUNGSTROM LOCOMCTIVE PROVIDED WITH AIRCOOLED couvEusER Filed April 3, 1922 3 Sheets-Sheet F. LJUNGSTRCM VLOCOMOTIVE PROVIDED WITH AIR CQOLED CONDENSER Filed April 5, 1922 I 3Sheets-Sheet 3 Patented Oct. 28, 1924!,

EREDRIK LJ'UNGSTRbM, OF LIDINGO-BREVIK, SWEDEN, ASSIGI TOR TAK'IIEBOLAGET LJ'UNGSTRfiMS ANGTURBIN, OF STOCKHOLM, SWEDEN, A.CORPORATION.

LOCOMOTIVE PROVIDED WITH AIR-COOLED CONDENSER.

Application filed April 3,

To all whom it may concern:

Be it known that I, FREDRIK LJUNG- sTRoM, chief engineer, subject of theKing of Sweden, residing at Lidingo-Brevik,

E Stockholm, Sweden, have invented certain new and useful Improvementsin or Relating to Locomotives Provided with Air- Cooled Condensers, ofwhich the following is a specification.

In locomotives provided with air-cooled condensers it has previouslybeen suggested to effect the passage of the cooling air through thecondenser by means of fans, the supply of the air to the fans beingfaciliw tated by the aid of a separate air catching device These fansare actuated by means of one or more of the movable members of thelocomotives, as for instance by gearing connected with the drivingwheels or their driv- 2!) ing mechanism. Since in such case the quantityof the cooling air passing through the condenser depends upon certaincircumstances, as for instance the speed of the locomotive, the drivingmechanism of the fans and the air catching devices have been soconstructed that at every moment only the necessary quantity of air iscaused to pass through the condenser. This problem has, for instance,according to the U. S. Patout No. 1,371,178, been solved by acontrolling apparatus controlling the driving mechanism of the fans andthe position of the air catching devices in such a manner that the ratioof speed of the fans to that of the 85 locomotive and the position ofthe air catching devices are varied upon variations of the speed of thelocomotive The said controlling apparatus is in this case adjusted bymeans regulated by the diflerence of pres- 4359 sure of the current ofair forced through the condenser by the fans, said difierence existingat two spaced points in the air-cooled condenser.

According to Patent No. 1,371,178 said 4&5 controlling apparatusconsists of a servomotor actuated by said difference of pressure and inturn moving frictional disks towards or from the centers of the fans,said disks rolling on plane disks connected with the fans, the speed ofrotation of the fans thus being varied.

In this arrangement, however, the object of which is to bring about acurrent of air 1922. Serial No. 549,260.

suitable at all events, the variations of the speed of the fans or ofthe quantity of air forced by the same can only be efi'ected with- 1ncertain bounds corresponding to the outor and inner limiting positionsof the frictlonal disks, this circumstance being particularly effectivein case the fans are actuated by the aid of the driving wheels of thelocomotive.

This will entail certain inconveniences in the operation of anair-cooled condenser of the type in question. The driving mechan1sm ofthe fans may in certain cases, as for instance upon low speed of thelocomotlve, obtain too small a speed, so that the controlling apparatuscannot give the fans the speed necessary for effecting the necessarycurrent of air, whereas upon high speed of the locomotive thecontrary isthe case. Besides the temperature of the coolmg air can exert aninfluence on the magnitude of the necessary quantity of air, a high airtemperature requiring an increased quantity of air, while at lower airtemperature a less quantity of air will sufiice.

Cf course, the greatest necessary quantity of air would be suiiicient onall occasions. The operation of a device giving this greatest necessaryquantity of air would, however, necessitate a useless work of the fansand consequently reduce the" useful effect of the whole plant. Theobject of condensers in connection with locomotives is, however, toimprove the total efi'ect of the locomotive and to construct everydetail of the condenser in such manner that the same contributes to asaving of work, and since it has proved necessary, in order to obtain agood vacuum in such a condenser during a long drive, to use fans, thework of the same has to be reduced as far as possible.

This invention relates to an arrangement in locomotives provided withair-cooled condensers and has for its object to attain the lastnamedpurpose and at the same time to prevent the abovenamed inconveniences.Thus by the aid of this invention, the fans may be caused to operateonly in case a supply of air to the condenser 1s required, the quantityof air flowing through the condenser being at the same time so adjustedas not to be too great, since in such case a motive.

useless work will be expended in forcing the air through the condenser.On the other hand the quantity of air can be kept at such a magnitude asto be sufficient for cooling the condenser, thus maintaining the vacuumprevailing in the same.

. According to the invention said objects are obtained by providingmeans at the drivers cabin through which the speed of the fans and thecapability of the air catching apparatus may be adjusted jointly anddependently or separately and independent- 1y of each other. Besides thebounds withln which the relative speed of the fans and of the locomotiveis varied may be variable and adjustable from the drivers cabin by meansof any apparatus devised for. the

purpose.

An embodiment of the invention is illustrated in the accompanyingdrawings showing locomotives provided with air-cooled condenser to whichthe invention is applied.

Fig. 1 is in part a side view and in part a vertical section of such alocomotive. Fig. 2 is a horizontal section of the condenser carriage online A-A in Fig. 1. Figs. 3 and 4 are similar views of another loco-Fig. 5 is a detail view partly in section of the control means for thefans.

Referring to Fig. 1, 1 denotes the boiler supported by a separate boilercarriage 2 on which the drivers cabin 3 is located. Placed on thecondenser carriage 1 is, besides the air-cooled condenser 5 the drivingengine 6 of the locomotive consisting in this case of a turbine fromwhich movement is transferred to the driving wheels 7 by means oftoothed gearings and coupling rods. The air to be supplied to the fans 9is caught by the blinds 8, enters below the fans and is forced by thelatter from below and upwards through the air-cooled condenser 5. Thefans 9 are actuated in knownmanner by friction disks 11 mounted on theshaft 10 rolling on planes rigidly connected with the fans, the speed ofthe fans in relation to the driving wheels 7 being varied by the disks11 being moved and thereby caused to approach the centers or theperipheries of the fans. Through the box 12, the'shaft 13 and the gearbox 14 the driving power actuating the fans is taken from a shaft per-=taining to the toothed main gearing. The box 12 contains devices soarranged that the disks 11 in connection with the shaft 10 may be movedso as to vary the speed of" the fans in relation to the driving wheels.

The controlling means for the shaft 10 and disks 11, is showndiagrammatically in Figs. 1 to 4, and in detail in Fig. 5, and from Fig.5 it may be seen that the variation or adjustment of the disks 11 may beefiected by the aid of a centrifugal governor 12*, one of the shafts ofthe fans being provided with a driving disk 15 from which for instance awire 15 transfers movement to a corresponding disk 16 located on thebase 12 and connected with the centrifugal gov ernor 12* that isassociated with the same for actuating the disks 11 in the followingmanner. The centrifugal governor is pivotally connected to abell-crank-lever 12 one arm of which has a sleeve 12 slidably mounted onthe long. arm 12 of a second bell-cranklever. The secondbell-crank-lever has a short arm 12 carrying a roller 12 about whichextends a control cord 12 Une end of this control cordis connected to alever 12 that may be manually operated by the wheel 17. The other end ofthe cord is connected by a spring 12 to the rod of a valve 12 that ismounted in the box 12. This valve controls ports 12 through which apressure medium is admitted to and discharged from a U-shaped chamber 12within the box 12. When the valve is in the position shown in Fig. 5,the ports 12 are closed, but when the valve is shifted upwardly ordownwardly, it will open one or the other of these ports and admitpressure fluid into one end of the piston chamber 12 and discharge orexhaust fluid from the other end of said chamber. Tn this way the piston12 which is connected to the shaft 10, is actuated. Said shaft has aspline 12 that slides through and drives a gear 12 which is driven fromthe shaft 13. llf the speed of the locomotive be decreased the piston 12in the box 12 causes the disks 11 to move towards the centers of thefans to a certain position of maximum speed. Tf the speed of the trainbe decreased to such amount that the speed of the disks 11 does notsuffice to give the fans the necessary speed, the limiting position canbe moved by turning a hand-wheel 17 either so as to move the disks 11nearer to the centers or to give the shaft 10 a different movement. Thereverse will be the case if the speed of the 1000- 1 with the variationof the speed of the fans, .since it may be of advantage to be able toregulate the catching device independently of the fans, for instance incase of a violent wind blowing against one side of the locomo tive andblowing out through the catching device of the other side thusinterfering with the operation of the fans. For the same reason thecatching devices of both sides may preferably be adjustableindependently of each other from the drivers cabin. Consequently theregulating device 12 determines the speed of the fans in relation to thespeed of the locomotive within certain limits, and it is incumbent onthe employees in the drivers cabin to judge by observing the vacuummeterof the condenser whether the quantity of cooling air is to be increasedor decreased by moving the limiting positions in either direction.

Figs. 3 and 4 illustrate the invention as applied to the regulatingmechanism mentioned above and described in Patent No. 1,371,17 8. 12 isthe servo-motor moving by means of the piston 20 the disks 11 towards orfrom the centers of the fans. According to the patent the regulation isso effected that on the middle speed of the locomotive a normal quantityof air is always forced through the condenser. By means of a hand wheel21 accessible from the drivers cabin a member actuating the servo-motor,as for instance a centrifugal governor as in Fig. 5, so adjusted thatthe medium quantity of air may be admitted also at speeds of thelocomotive other than the normal one. By the aid of this invention thedevice may be so arranged that a greater quantity of air than the normalone can be forced through the air cooled condenser 5 on decreased speedof the locomotive, while a smaller quantity of air can be forced throughthe condenser on increased speed of the locomotive.

Figs. 3 and 4 illustrate besides how the blinds are regulated from thesame apparatuses 12 and 20 regulating the relative speed of the fans. Insaid figures blinds are shown as being of plane shape and each rotatableabout a point 22. Other forms of the blinds are however conceivable, forinstance as shown in the lower part of Fig. 2 at 25.

The invention may be combined with any other driving device andreversing mechanism for the fans than these shown in the drawings. Thusfor instance the driving device can be arranged according to the latentNo. 1,371,178, where the reversing of the friction disks is effected byadjusting the disks to oblique position and bending the shaft supportingthe same.

driven by one of the movable parts of the locomotive, the arrangementthat the fans are driven by the aid of an apparatus changing itsposition according to the speed of the locomotive in such a manner thatthe ratio of speed between the fans and the locomotive is varied uponvariations of the speed of the locomotive, and means associated withsaid apparatus for manually controlling. the speed of said fans.

2. In locomotives provided with an air cooled condenser and fanseffecting an air flow through the condenser, said fans being driven byone of the movable parts of the locomotive, the arrangement that thefans are driven by the aid of an apparatus including a centrifugalgovernor changing its position according to the speed of the locomotivein such a manner that the ratio in speed between the fans and thelocomotive is varied upon variations of the speed of the locomotive, andmeans associated with said apparatus for manually controlling the speedof said fans.

3. A locomotive as claimed in claim 1 including a centrifugal governorforming part of said apparatus and adapted to automatically control thespeed of said fans.

4. A. locomotive as claimed in claim 1 including air deflecting platesassociated with said condenser and manually controlled means forcontrolling said air deflecting plates.

In testimony whereof I aflix my signature in presence of two witnesses.

FREDRIK LJUNGs'rRoM.

Witnesses:

INnz SWERNN, L. BERG VON LINDE.

